Sales: 01428 606616  |  Service: 01428 606606

01428 606616

SOLD-Another required Ferrari : 512BB

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  • 1979
  • (14,600 Miles)
  • Red over black
  • Sabbia(sand)coloured hide
  • 5 Speed Manual
  • Flat 12 .5.0 litre Four overhead camshafts
  • 340bhp @ 6200rpm.
  • Length: 4394mm Width: 1828mm Height: 1117mm

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Vehicle Highlights
One of 65 UK cars from 101 officially imported.

Vehicle Description

Order number 057 from Maranello Concessionaires Ltd to Ferrari Spa for a Rosso Chiaro with sabbia (sand) VM 3234 with corda-(light beige) carpets, was placed on 16th November 1978 for April 1979 production. Unusually the car was ready early as it was invoiced by the Ferrari factory on 20th March 1979-one of 191 BBs made in 1979-for delivery to the UK by truck one of 101 UK 512BB’s-only 158 right hand cars were made-, of which 65 remain in the UK taxed/SORN’d. Upon the car’s arrival in the UK, it was invoiced to the Essex Ferrari agents Lancaster Garages on 18th April 1979.

First registered on 31st December 1979 to Mr T C of Essex. The then list price was £32,150.00 plus delivery charges, number plates and road tax.

By 1984 the car -now with just on 9,000 miles-was owned by 45-year music producer Mr B L of Essex who had the highly respected Ferrari engineer Terry Hoyle and Surrey based Ferrari specialists, Modena Engineering maintain the car over the next seven years, before 44-year brewer and company director Mr E H of The West Midlands bought the car 26th November 1991, with 9,800 miles. The car was photographed at Modena Engineering’s test day in June 1992............

Please contact Mike Wheeler for more details....

The car is complete with-it factory original service book, handbook, wallet and briefcase tool kit. A large file of past invoices stretching back to the 1980’s as well as 28 MOT certificates and the desirable red book Ferrari Classiche certification.



History:
Whilst the 365 Boxer was not seriously threatened by its rivals in terms of performance or market penetration, it was necessary to review its future in the face of ever more restrictive legislation concerned with pollution and noise. The feeling at Ferrari was that too much would be lost by trying to amend the 4.4 litre engine. A better solution would be to increase the engine capacity to 4942cc through increasing both the bore and stroke dimensions. The larger engine meant lower maximum revs with the inevitable loss of some power but a gain in torque - 331lbs/ft at 4300rpm compared to 311lbs/ft at 4500 for the smaller engine.
With the 5-litre engine cam a change to dry sump lubrication to counteract any oil surge problems that might arise from the increased cornering power of the bigger car. The original 9.5 in. single plate clutch was replaced with an 8.5 in. twin plate and the final drive ratio was changed from 3.46:1 to 3.2:1 to offset the lower maximum revs and keep the speeds in the gears close to those of the earlier model.
On the 365 versions, the tyre sizes front and rear had been the same. For the 512 Boxer those at the back were increased to 225/70VR15 on 9 in. rims instead of 215/70VR15 on 7.5 in. rims.
At the front, the nose was lowered and redesigned to incorporate a spoiler to overcome the moderate amount of lift at high speed encountered on the 365 models. Another notable feature was the introduction of NASA ducts in the flanks to feed air to the rear brakes. At the back of the car the 6 round lights were reduced to 4. A modification to the exhaust system cut the number of tail pipes back from 6 (in 2 groups of 3) to 4 (in 2 groups of 2).

In contrast to the treatment accorded the 365 Boxer, more attention was paid to the preparation of competition versions. For the 1978 running of the Le Mans 24-hour race 3 cars - 2 for the French concessionaire Charles Pozzi and 1 for Luigi Chinetti - were prepared with factory assistance. .
Their weight was reduced to about 2425 lbs and with careful tuning and assembly; engine power was raised to some 460 bhp. To cope with aerodynamic effects a larger spoiler was fitted; there was an aerodynamic duct on the front deck and a Formula 1-type front wing was fitted at the back.
A fourth car was prepared at Garage Francorchamps for Jean Beurlys. It was to the same general specification but had its own aerodynamic arrangements. By being faster through the curves than the Daytona’s of previous years, it set appreciably better times than those earlier cars. In the race it suffered from gearbox problems.
A second series of cars, more extensively prepared, was put in hand. The use of fuel injection brought the power up to around 480 bhp at 7200 rpm along with an even greater gain in torque. The transmission was strengthened, and its lubrication improved by the use of an independent oil radiator. Brakes and suspension were worked on. The aerodynamics were improved through wind tunnel studies, which gave a new front end and a long rear on which the wing was carried by 2 fins. The car's weight was down to around 2370 lbs.
The 3 cars produced - 2 for Pozzi, 1 for NART - were entered for the Daytona 24 Hour Race of 1979 but serious tyre problems resulted in all of them retiring. At Le Mans later in the year, they were joined by a fourth car, that of Jean Beurlys, which was identical to the first 3. The 2 French entered cars were in peak condition but one, driven at the time by Michel Leclere, was in collision with a slower car shortly after 7am and the other, driven by Jean-Claude Andruet/Spartaco Dino, had got as high as third when it was forced into retirement around 9am with lubrication failure. Efforts have continued in the years since then but still without any notable success.

Whilst every effort is made to ensure the accuracy of the above details, we do not warrant that such details are accurate. Whilst every effort is made to ensure the accuracy of the above details, we do not warrant that such details are accurate.

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Mike Wheeler

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